Railway-traffic-controlling apparatus



INVENTORI R. A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed'Augufl 5. 1920 1+5 ATTORNEY Dec. 7 1926.

Q RS Reissued Dec. 7, 1926.

UNITED" STATES PATENT OFFICE. I

RONALD A. MCCANN, OF SWIS SVALE, .PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH 8c SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A GOBYORATION OF PENNSYLVANIA.

BAIL'WAY-TBAFFIC-CONTROLLING APPARATUS.

Original No. 1,492,718, dated May 6, 1924, Serial 110. 401,018, filed August 3, 18 20. Application for reissue filed September 5,

My invention relates :to railway trafi ic controlling apparatus of the type wherein traflic governing means located on a car .or train is controlled by energy received from the-trackway, and the supply of energy from the trackway to the train depends upon traflic conditions in advance 0 the train. The present invention is particularly well adapted for, though not necessarily limited to, apparatus of this character in which the governing means on the train requ res the constant-supply of energy from the trackway to prevent an automatic application of the brakes. l i

nconnection with systems of this nature, it has been proposed to provide apparatus under the control of the engineer for suppressing the automatic application of the brakes if the engineer takes suitable action at the time of cessation of the supply of energy from the trackway. I

One feature of my present invention 15 the 'rovision, in connection with apparatus of t e character mentioned, of additional or auxiliary means located at intervals in the trackway, preferably ad acent to roadside signals. for-supplying energy to the train after the cessationof the normal supply of energy, thereby causing an automatic application of the brakes when the auxiliary supply of energy ceases, unless the engineer" prevents such application byagain o rating the suppressing apparatus alrea y re-v ferred to. k v

I will describe certainforms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 'lis a diagrammatic view showing one form of apparatus embodying" my invention, and Figs. 2 and 3 are diagrammatic; 'views'sho'wing modifications offa portion of the track way apparatus shown in Fig.1; I V

Similar reference characters refer to sinu j lar parts ineach of the views. p Referringfirst, to Fig. 1, the reference characters 5 and 6 designate'the track rails of a railway over' which traflic normally 1924. Serial No. 736,150.

cording as the semaphore is in the horizontal,

inclined or vertical position. The apparatus for controlling these signals forms no part of my present invention, and," -consequently,

it is omitted from the drawing to simplify the disclosure. Inaccordance with usual practice, however, each signal indicates proceed when the corresponding block and the block next in advance are unoccupied, caution when tliecor'res'ponding block is unoccupied and the. block next in advance is occupied, and stop when the corres onding block isoccupied'. For example, as s own .in

the drawing, block B 0 is occupied by a car or train V.'s0 that-signal S indicates stop, and signal S indicates caution. Each block is provided with means for connecting a source of alternating vehicle governing current across the rails of the blockw'at the exit end of the block. As here shown, thismeanscomprises a transformer WhlCli'lS designated by the reference character T with an 'exponent corresponding to the location.-which transformer is provided nating vehiclegoverning current by a suitable generator G. The circuit of the secondary' 3 of "each transformer includes a con.-

tact'which'is designated by therefer'ence character H with an exponentcorrespond- 'ing tothe location, which contact is con-f trolled by the adjacent'signal S in such manner that the contact is closed when the signal indicates proceed or caution, but open when the signal indicates stop. It follows that alternating vehicle governing current is supplied across the rails of each block when the signal for the block next in advance indicates caution or proceed, that is, whenthe said block next in advance is unoccupied, but that this source of current is disconnected from the rails of the block when the block nextin advance is occupied.

The car or train V is provided with vehicle governing apparatus which includes two laminated soft iron cores 7 and 7 mounted on the vehicle in advance of the forward axle and located over the two track rails 5 and 6, respectively. Each core is disposed transversely with respect to the rails, and the two cores are provided with windings 8 and 8, respectively. It is apparent, therefore, that when alternating current flows in either rail, part of the magnetic lines of force surrounding such rail will pass through the core which is directly over the rail and so will induce an alternating potential in the coil carried by such core.

The two coils 8 and 8 are included in a receiving circuit P, the coils being connected in this circuit in such manner that the potentials created in the coils by alternating current flowing in opposite directions in the two track rails are additive. It follows, therefore, that an alternating potential is induced in the circuit P by current supplied to the track rails by the secondary 3 of each transformer T. The potential thus induced in the receiving circuitP is utilized to control the supply of current to a relay M, suitable amplifying apparatus K preferably being interposed between the receiving circuit and the winding of relay M. This relay will, consequently, be closed when coils 8 i and 8 are sdpplied with currentfrom the tracks, and open when thecoils are not so supplied with current.

Relay M controls two relays 46 and 47 .in such manner that each of the latter relays is energized when relay M is'closed, and de-energized when relay M opens. As here shown, relay 47 is of the slow-releasing type, but relay 46 is a quick-releasing relay. It follows that when relay M opens, relay 46 will open at once, but relay 47 will remain closed for a fixed interval of time.

Relays 46 and '47 controla brake application magnet Ywhich is arranged to cause an automatic application of the brakes when the magnet becomes. de-energized. Magnet Y is energized when both relays 46 and 47 are closed and also when both of theserelays are open. When the relays are closed, the

circuitfor magnet Y is from battery 52, through wire 53, upper point of contact 54 of relay 46, 'wire 62, upper point of contact 55 of relay 47, wires 56, 57, 58, winding of magnet Y, wire 63, contact 64 controlled by magnet Y, and wires 65 and 66 to battery 52.

"47, magnet Y may again be energized by the operation of a push button 67 and the magnet will then remain energized as long as relay M is open. The push button 67 merely closes a shunt around the magnet-operated contact 64,- and is preferably so located as to be accessible only when the train is standing still.

In order to prevent an automatic application of the brakes when relay M opens, means are provided 'for energizing magnet Y temporarily independently of relay contacts 54, 55 and 60. This means comprises a contact 68 controlled as hereinafter explained and connected in shunt with the coin tacts of relays 46 and 47. When circuit controller 68 is closed, the circuit for magnet Y is from battery 52, through wire 69, circuit controller 68, Wires 70, 57 and 58, winding of magnet Y, wire 63, contact 64, and wires 65 and 66 to battery 52.

Circuit controller68 is operated by'a piston 71 moving in cylinder 72. The piston 71 is biased to its uppermost position by a spring 73, and when in this position circuit controller 68 is open. The piston 71 may be moved downwardly, however, in opposition too the action of the spring 73, by applying fluid pressure to the upper end of cylinder" 72, and when this occurs circuit controller '68 is closed. Fluid pressure is supplied to the upper end of cylinder 72 by a reservoir R which is at times connected with the main reservoir of the braking system through pipe 8, and at other times with the upper end of cylinder 7 2 through pipe 74, the connections just mentioned being accomplished by a manually operable valve Q. This valve .Q

normally occupies the position shown in the drawing so that reservoir R is normally charged with main reservoir pressure. lVhen it is desired to suppress an automatic application of the brakes, valve is swung in clockwise directionyso that reservoir R is connected with the upper end of cylinder 7 2 whereupon piston 71 is moved downwardly to close circuit controller 68. The air in reservoir R then flows ou't'through an orifice 75 of restricted area, so that after a fixed interval of time, such for example, as 15 to 20 seconds, piston 71 returns to its initial position under the influence of spring 7 3. This time interval is obviously very much greater than the time required for relay- 47 to release when relay M opens.

The operation of the parts of the-apparatus thus far referred to is as follows:

' When the car or train V- occupies a block to the rails of which alternating current is supplied by the transformer secondary 3, magnet M is energized so that the car or train may proceed under the ontrol of the engineer. When the car or train V passes a signal indicating caution, the supply of vehicle governing current is discontinued, so

' that magnetM will become de-energized and an automatic application ofthe brakes will occur unless the engineer acknowledges the caution signal. If the engineer reverses valve Q just prior to the openingof relay M, magnet Y remains energized during the interval of time/required for the contacts of 1 relay 47 to reverse, so that this magnet is at full spe maintained in energized condition until the second circuit for the'magnet becomes closed. It will be observed that when magnet Y is de-energizedit cannot again become energized until push button 67 is closed. This push button is preferably loeateddn' such position on the vehicle as to require the vehicle to come to rest before the push button can be reached. A

Assuming that the brake suppressing apparatusis set into operation by the -engineer upon passing a caution signal, it will be clear that .the car or train V may proceed ed and that if the next succeeding signal stlll indicates stop when it is reached by such car or train, the car or train may pass such signal and enter an occupied block at full speed. It is desirable, therefore, to

provide means for causing an automatic aplication of the brakes at a sto signal unes the engineertakes suitab e action to acknowledge such signal after having proceeded into acaution block by operation of the brake suppressing apparatus. To accomplish this I have provided additional or auxiliary means adjacent each signal for energizing the train-carried magnet M. In the form. shown in Fig. 1 this is accom-' plished by an additional secondary 4 on each transformer T, the terminals of which are connected with suitably spaced points on the track rail 6. It will be. seen, therefore, that as the car or train V approaches a stop signal, alternating current will be induced in winding 8", so that magnet M will be energized. As soon as magnet M again becomes de-energized, due to the core. 7 passing the forward point of connection. of

transformer secondary 4, an automatic brake application will occur unless the engineer prevents such application by the proper the point A. While such second car or train is in the block to the left of point A, its magnet "M is energized, so that it may proceed at full speed. As the second car or train passes point A, however, its magnet M becomes de-energized, so that an automatic application of thebrakes will occur unless such application isprevented by the manipulation of the valve Q. Assuming that 'the valve Q is manipulated by the engineer, the second car or train may proceed through block A-B at full s eed, but

upon reaching the. exitend of t is block magnet M will become energized due to the supply of current to the rail 6 by secondary 4 of transformer T; If the engineer then takes suitable action to acknowledge the stop signals, the vehicle may enter block =B-C without incurring an automatic application of the brakes, but if the engineer does nottake such action the brakes willbe applied immediately upon deenergization of magnet M and the car or train will be brought to a stop.

Referring now to Fig; 2, the apparatus here-shown is the same asthat shown in Fig. 1, except that the circuit for secondary 4 includes a contact N which is operated by signal S and is closed only when the signal indicates stop. The purpose of this 2, although this contact canbe omittedgif.

desired. When signal S is in the stop position, the alternating current supplied to wires 9 and 9 will cause the tram-carried magnet M to become energized "so that the operation of the apparatus shown in Fig. i) is the same as that of theapparatus shown in Fig. 1. 4

Although I have herein shown and-described only three forms of apparatus em-- bodying my invention, it. is understood that various changes and modifications may be made therein within the scope of'tl ie appended claims without departing from the spirit and scope of my invention.

Having thus described -my invention, what I claim is: K i

1. Railway traflic'controlling apparatus comprising train carried means requiring constant supply of energy from'the trackway to prevent a brake a 'plication, means located in the trackway or supplying energy to said means under safe traflic con-' ditlons in advance but not under unsafe conditions, train carried apparatus under the control or" the engineer for preventing a brake application upon cessation of energy from the trackway, and auxiliary means located at intervals in the trackway for supplying energy to a passing train after the cessation of energy from said first mentioned trackway means and thereby causing a brake application after 'the auxiliary supply of energy ceases unless the engineer prevents such application by operating said apparatus.

22 Railway trafiic controlling apparatus comprising a railway track, signals located at intervals for governing the passage of trains along .said track, means located in the trackway for supplying energy to the rails in the rear of each signal when the signal indicates proceed but not when it indicates stop, train carried means requiring constant. supply of energy from the track to prevent an automatic application of the brakes, apparatus on the train under the control of the engineerfor preventing an application of the brakes upon cessation of energy from the track, and auxiliary means located adjacent a signal for supplying energy to a passing train when the signal indicates stop, thereby causing an automatic brake application upon cessation of the auxiliary supply of energy unless the engineer acknowledges such stop signal by operating said apparatus 3. Railway traflic controlling apparatus comprising atrackway divided into blocks, a signal adjacent the entrance to each block,

means located in the trackway for supplying energy to the rails of each block when the signal for the block next in advance indicates proceed but not when it indicates stop,

train carried means requiring constant supply of energy from the track to prevent an automatic application of the brakes, apparatus on the train under the control of the engineer for preventing an application t.

the brakes upon cessation of energy from the track, and auxiliary means located adjacent a signal for supplying energy to a passing train when the signal indicates stop, thereby causing an automatic brake application when the auxiliary supply of energy ceases unless the engineer acknowledges such'signal by operating said apparatus;

4. Railway traffic controlling apparatus romprising train carried means requiring the constant supply of 'energy from the trackway to prevent an automatic application of the brakes, means located in the trackway and controlled by traffic conditions in advance for supplying energy. to said train carried means, train carried apparatus ,underthe control of the engineer for preventing a brake application upon -ce:sation of e'nergy'from the trackway, and auxiliary means located at --1ntervals in the trackway for supplying energy to a passing train after -the cessation of energy from said first mentioned trackway means and thereby causing a brake application when the auxiliary supply ceases unlessthe engineer prevents the same by operating said apparatus.

5. Railway traflic controlling apparatus comprising train carried means arranged when de-energized to cause an application of the brakes, means located in the trackway and controlled by 'traflic conditions in advance for supplying energy to said train carried means, train carried apparatus under the control of the engineer for preventing a brake application when said train carried .means becomes tie-energized, and auxiliary means located in the trackway for supplying energy to said train carried means after the latter becomes de-energized and thereby causing a brake application when the auxiliary supply of energy ceases unless the engzneer prevents the same by operating said apparatus.

(5. Railway traflic controlling apparatus comprising train carried electrical apparatus, means for constantly energizing said apparatus from the trackway under clear trafiie conditions and operatingwhen the train approaches a danger zone to'deencrgize and subsequently re-energize said apparatus brake applying means on the train normally rendered operative by the de-energization of said apparatus, and means on the train under the control of the engineer for preventing a brake application when said apparatus becomes -de-energized.

.7. Railway trafiic controlling apparatus comprising train carried electrical apparatus, means located partly on the train and partly in the trackway for energizing said apparatus under clear traflic conditions and operating when the train a, proaches a stop signal to ie-energize and subsequently re-energize said apparatus, brake applying means on the train normally requiring constant supply of energy from the trackway to prevent an automatic application of the brakes, and means on the train under the control of the engineer for preventing a brake application when said apparatus becomes de-energized. I

8. 'Ra1lway trafiic controlling apparatus comprising normally energized train carried cessivel an automatic application of the brakes; means controlled from the trackway for sucde-energzing, energizing and deenergizmg said apparatus while the train is passing'from a caution to a stop signal; and means on the train under control of the engineer for preventing a brake, application due to de-energization of said apparatus.

10. In COIIlblIlBIfOll, a train carried magnet, mechanism on said train controlled by said magnet and effective to apply the brakes when the'magnet becomes deenergized, and means located in the trackway for continuously supplying energy to said magnet under safe traffic conditions but for successively de-energizing, re-energizing and de-energizing said magnet as the train proceeds under unsafe traffic conditions.

11. In combination, a train carried magnet, mechanism on said train controlled by said magnet and efiective to apply the brakes when the magnetvbecomes de-energized, and means located in the trackway for continuously supplying energy to said magnet under safe traflic conditionsbut for successively de-energizing, re-energizin and de-energizing said magnet as the tram proceeds under unsafe traflic conditions,'and means'on the train under the control of the engineer for preventing a brake application due to de-energization of said magnet.

12. In combination, a train carried magnet, mechanism on said train controlled by said magnet and effective to apply the brakes when the magnet becomes de-energized, and means located in the trackway for continuously supplying energy to said magnet under safe traflic conditions but for successively tie-energizing, re-energizing and'deenergizing said magnet asthe train proceeds under unsafe traflic conditions, and manually operable means on the train effective for an intervalof time to prevent a brake application due to de-energization of said magnet.

13. In combination, arailway train, a magnet on the train arranged to apply the brakes when the magnetis de-energized, a first circuit for said magnet including a front contact of the magnet and a contact adapted to be opened when the train enters an occupied section or the section next in rear of an bccupied section, a manually operable circuit controller on the train adapted to be normally open but to be closed for a time interval when actuated, a second circuit for said magnetincluding said circuit controller and the front contact of the magnet, and a third circuit for said magnet arranged to be closed before the expiration of said time interval to maintain sald magnet in its energized condition if said circuit controller is actuated.

14. In'combination, a railway train, a device on the train arranged to cause an automatic application of the brakes when de-energized, means partly on the train and partly in the trackwa for normally maintainin g said device in its energized condition but for die-energizing said device when'the'train enters an occupied section or the section in rear of an occupied section, means effective for a time interval if the engineman takes suitable action for preventing such de-energization of said device, and means for main taining said device in its energized condition after the expiration of said interval only if the engineman has taken such suitable action.

15. In combination, normally energized train carried apparatus arranged when deenergized to apply the brakes, means located "in the trackway for continuously supplying ener to said apparatus under safe traffic condltions and for successively de-energizingi-ener'gizing and de-energizing said apparatus'as the train roceeds under unsafe traflic conditions, an means on the train under control of the engineer for preventing a brake application due to de-energization of said a paratus.

16. combination, normally energized train carried apparatus arranged when deenergized to appl the brakes, means located in the trackway fbr continuously supplying energy to said apparatus under safe trafli'c conditions and forsuccessively de-energizing, re-energizing and tie-energizing said apparatus as the train proceeds under unsafe trafiic conditions.

17. In combination, a train carried electro-responsive apparatus, means located in the trackway for continuously supplying energy to said apparatus under safe trafiic conditions but for successively de-energizing, re-energizing and de-energizing said appa ratus as the train proceeds under unsafe 'traflic conditions in advance, brake applying mechanism on the train, means on the train for holding said mechanism in inactive condition while said apparatus is energized and for also holding said mechanism in inactive condition after a time interval following de-energization of said apparatus provided said mechanism has been held in inactive condition during such time interval, and manually operable means on the train for holding said mechanism in inactive con dition for a greater time interval.

18. In combination, train carried electroresponsive apparatus, means located in the trackway for continuously supplying energy to said apparatus under safe traflic 'conditions but not under unsafe traflic conditions, auxiliary means located in the trackway for subsequently energizing and de-energizing said apparatus as the train proceeds under unsafe traflic conditions, and mechanism on the train effective to apply the brakes when said apparatus becomes (la-energized.

19. In combination, train carried electroresponsive apparatus, lneans located in the trackway for continuously supplying energy to said apparatus under safe traffic conditions but not under unsafe traflic conditions, auxiliary mealis located in the track- Way for subsequently energizing and de-en- *ergizing said apparatus as the train proceeds under unsafe traffic conditions, and 

